Draft-rigging.



PATENTED OUT. 22. 1907. w. L. DE REMER.

DRAFT RIGGI-NG. u'rmon'mr FILED 00122, 1906.

2 SHEETS-SHEET 1.

No. 868,915. PATENTED 0653.22, 1901 w. L. DE REME DRAFT RIGGING.

APPLICATION FILED 00'1'.22,1906.

- 2 SHEETS-811133112.

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WILLIAM L. DE REMER, OF CHICAGO, ILLINOIS, ASSIGN OR APPLIANCE COMPANY, OF ST. LOUIS, MISSOURI,

'ro REPUBLIC RAILWAY CORPORATION.

DRAFT-RIGGING.

Specification of Letters Patent.

Patented Oct. 2 2, 1907.

Application filed October 2 mos. Serial No- 339,953;

To all whom 'it may concern:

Be it'known that I, WILLIAM L. DE REMER, a citizen of the UnitedStatcs of America, residing in Chicago,

in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Draft- Riggings, of which the following is a full, clear, andexact description, reference being had to the accompanying drawings, forming part of this specification.

My invention relates to that class of draft riggings for railway cars wherein there is employed one or more coil springs arranged longitudinally in line with the draw bar and one or more coil springs arranged transversely of the length of ,the draw bar and combined with V t shaped longitudinal friction blocks that cooperate with other V-shaped transverse friction blocks"that are connected to or carriedby the draw bar, the construc tion being such that the first part of the movement of i the draw bar in either direction is resisted by the first mentioned longitudinally'arranged spring or springs and after these springs have been compressed the further movement of the draw bar is resisted by the transversely arranged springs and the friction blocks referred to.

The object of my invention is to simplify aconstrucv tionof this character of draft rlgging and to increase its durability, and also facilitate the repair and replace nient of worn and broken parts:

My invention consists in features of novelty hereinafter described and claimed.

Figure I is a bottom view of' my improved draft rigging, part in horizontal section and with one of the supporting plates, removed. Fig. II is a side view,

part in vertical section. Fig. III is a transverse vertical section taken on 1ineIII--III, Fig. I. Fig. IV is,

an inside view of one of the retaining nuts or caps .of the transversely arranged springs. Fig. V is an outside view of one of the nutsor caps. Fig. VI is a perspective view of the inner or rear friction block.

Referring to the drawings: 1 represents the draft timbers or sills of a car body to the inner or adjacent faces of which supporting slides are permanently secured. These slides consist of vertical side plates 2 having integral inturned upper flanges 3 and detachable lower flanges {1 suspended from the upper flanges 3. The side secured a strap 8 by means of bolts 9. This strap is of plates are secured to the draft timbers or sills by means of bolts 5 and the lower flanges tare secured to the plates 2 by means of bolts 6 that passup inside of the plates and extend through the upper flanges .3 as shown clearly in Fig. II. i I

- 7 representsthe inner end of the draw bar to which is U-shape and extends back to or nearly to the inner ends of the slides already referred to.

10 represents an outer follower-plate against which the inner end of the draw barbears, and which rests v upon the removable flanges 4 of the slides and is adapted to move back and forth thereon.

11 represents a longitudinal front friction block which also acts as an inner follower-platc. This friction blockalso rests upon the removable flanges 4 of the slides and between it and the outer follower-plate 10 is a longitudinal coil spring 12 which may inclose another longitudinal coil spring 13. The outer followerplate. 10 has a guide stem 14 and the front friction block 11 has a like stein 15 but of greater length. The longitudinal springs 12 and 13 surround these stems and are held thereby from dropping out of position.

' The inner face of the front friction block 11 is'V- I caps being four-sided as shown'in Figs. IV and V and r of sufficient size to substantially fill the spaces between the upper and lower flanges of the slides, as shown in Fig. III. The transverse friction blocks 16 and 17 have central hubs 20 between which and the springs 21 that extend in a direction of the length of the draw bar.

Back of the transverse friction blocks 16 and 17 there is located a longitudinal rear friction block 22 that also rests on the lower flanges of the ,slides and the-forward face of which is formed V-shaped to fit the corresponding faces of the inner ends of'the transverse friction blocks '16 and 17. The rear end of the rear friction block 22 is provided with inwardly extending lugs or cars 23 between which fits the inner end of the strap 8. Therear friction block 22 is provided with a series of strengthening ribs 24 embraced inner faces of the transverse friction blocks 16 and 17 transverse to that are formed with series of channels or grooves for deflat faces or shoulders 27 on the respective sides of the outer faces of the transverse friction blocks 16and 17 for the purpose of limiting the outward movement-of the transverse friction blocks 16 and 17.

respective nuts or, caps 19 are located transverse coil by the strapand the r In operation the inward and outward movement of I the draw bar is first resisted by the longitudinal springs 12 and 13. If these springs areinsuificient to counteract the entire force exertedon the draw bar then the longitudinal friction blocks 11 and 22 begin to move witlirelation to the transverse friction blocks 16 and 17 whereupon the transverse springs 21 commence to 110.

' act to'resist the movement of the draw bar, the front the transverse friction blocks 16 and 17 to resist excessive movement of the draw bar in an outwardly directionl The parts are few in number, thus reducing the first cost of production and reducing to a minimum the cost of maintenance, and also combining the greatest possible strength with .the least number and weight of parts. Inasmuch as the rigging is supported directly upon the removable lower flanges oi the slides the matter of repair is made simple and easy, for all that it is necessary to. do in case repairs are required is to remove the lower fianges of the slides when the rigging 7 can be lowered from its working position and taken out from'beneath the car to be Worked upon and repaired; and when repaired can be very quickly and conveniently replaced. The slides are provided-with outer I seams end ears 30 to limit the outward movement of the follower-plate 10 and with inner end ears 31 to limit the inward movement of the rear friction block 22.

I claim-.- 1

1. A draft rigging comprising V-shaped front and friction blocks having stop lugs upon their inner faces}. and V-shaped transverse friction blocks haying flat'honb (lers upon their sides; the front and rear trictlon biucks being adapted to slide upon the transverse frlctionloloks until the stop lugs come in contact with the flat shoulders to arrest the movement of the blocks 2. A V-shaped rear friction block fordraft rigging 151m vided at its rear end with inwardly extending lrgs ands series of strengthening ribs between the inwardly extendin: lugs.

3. A V-shaped transverse friction blocktor draift riggingi formed with a series of channels or grooves providing a series of strengthening ribs upon its inner face.

WILLIAM L. DE REMER.

In presence of BLANCHE HOGAN, I NELLIE V. ALEXANDER. 

